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developing performance-related specifications for hot-mix asphalt pavement construction. It also provided some of the earliest data on the performance of Superpave asphalt
mixture designs under high rates of heavy truck loading. When Superpave-designed test
sections placed at the track in June 1997 had very rapid rutting failures, the highway community was concerned that the mixture design and construction procedures might be
missing important, but unknown, constraints. A forensic team composed of academicians,
asphalt industry representatives, and State highway agency engineers was assembled to
study the early failures and, if appropriate, to make recommendations for revising the
Superpave procedures. Their examination of the failures resulted in Report No. FHWA-RD99-134, Performance of Coarse-Graded Mixes at WesTrackPremature Rutting, which is available from FHWA or on the Internet at the Turner-Fairbank Highway Research Center
homepage at www.tfhrc.gov.
During the team's investigation, its members concluded that the asphalt paving community needed a good guide on the design of Superpave mixtures. Such a guide would supplement existing specifications and supporting literature and would incorporate the experience of engineers across the country, including the WesTrack designers, in the initial
years of Superpave mixture design and placement. It would be a useful companion to the
National Asphalt Pavement Association's Superpave Construction Guidelines. This publication, Superpave Mixture Design Guide, was prepared by the forensic team. Its contents are
the views of the team and do not necessarily reflect the views of the U.S. Department of
Transportation.
Note that this version of the guide is not expected to be the final word on Superpave mixture design. Both current research studies and additional field experience are likely to
yield refinements in the future.
Notice
This document is disseminated under the sponsorship of the Department of Transportation in
the interest of information exchange. The United States Government assumes no liability for its
contents or use thereof. This report does not constitute a standard, specification, or regulation.
The United States Government does not endorse products or manufacturers. Trade and manufacturer's names appear in this report only because they are considered essential to the object of
the document.
SUPERPAVE MIXTURE
WesTrack Forensic Team Consensus Report
February 2001
Washington, DC
Introduction
Superpave design methods and tools are
being implemented by many State agencies
to replace the Marshall and Hveem design
methods. In 1999, 2,515 projects, specifying
some 73 million metric tons of Superpave,
were let.[1] The majority of the projects in
1999 and in previous years were constructed
with little or no difficulty. On several projects, there were some problems during this
initial implementation. For the most part, the
causes of the problems have been identified
and have been solved. In 2000, estimates
were that more than 3,900 projects, specifying some 134 million metric tons of
Superpave, would be let; this would represent 62 percent of the total hot-mix asphalt
(HMA) tonnage expected to be contracted for
by State agencies during 2000 in the United
States.[1] Superpave has become the mixture
design method of choice by most State transportation departments across the country.
This document, intended as a companion to
the National Asphalt Pavement Association's
(NAPA) Superpave Construction Guidelines,[2]
is a guide for the HMA designer to maximize
the benefits of Superpave while avoiding
potential problems. The Superpave design
process is part of a total pavement design
system. Superpave is a system of components that work together to provide a
SUperior PERforming asphalt PAVEment. As
traffic levels and loading conditions increase
above 1 million 80-kN (18,000-lb) equivalent
single-axle loads (ESALs) during a pavement's design life, some design areas are not
adequately addressed by the current
Superpave specifications.
This guide discusses several issues that
should be considered during the mixture
design process to maximize the benefits of
this method. The Superpave design process
is documented in publications from the
Federal Highway Administration (FHWA),
the Strategic Highway Research Program
(SHRP), the Asphalt Institute (AI), and the
American Association of State Highway and
S U P E R PAV E M I X T U R E D E S I G N G U I D E
20-year cumulative ESAL count of 11.6 million (neglecting traffic growth compounding), and this latter ESAL count should be
used in the design. The 1999 version of PP28 includes a footnote to the Gyratory
Compaction Criteria table with the appropriate guidance.[8]
Experience has shown that rutting damage
often occurs in the first few years of a pavement's life; therefore, the design should be
based on the rate of loading. To properly
account for this in the mix design, the mix
designer should always use 20-year design
ESALs, essentially converting total loads to a
rate of loading. Estimating ESALs over a 20year life, instead of the actual design life,
may affect the mixture design compaction
level, the performance-graded (PG) binder
selection, and the aggregate consensus properties specified for the project. Compaction
criteria, aggregate properties, and volumetric properties are all more stringent at higher ESAL levels.
Superpave Performance-Graded
Binder Selection
The Superpave Performance-Graded Binder
Specification (AASHTO MP-1) is based on
providing a binder that is resistant to rutting,
fatigue cracking, and low-temperature cracking at specific pavement temperatures. The
binder temperature ranges in the specification are based on the high and low temperatures at which a binder reaches critical values of distress-predicting properties.
Reliability factors included in the design
method account for normal pavement temperature variations and allow the designer to
make a rational decision regarding the range
of temperature extremes for which to design.
Binder grade is selected based on design
high and low pavement temperatures
expected at the construction site and on
desired reliability.
The most common method of selecting a
binder grade is to determine the design air
2 S U P E R PAV E M I X T U R E D E S I G N G U I D E
ity, flat and elongated particles, clay content, and gradation. Aggregate source properties, such as soundness, toughness, and
deleterious materials, were also found to be
important. However, the criteria applied to
the source properties were found to reflect
regional differences in aggregate quality,
and were usually based on aggregate availability. The panel determined that the
source properties were best left for each
State or local agency to establish. The following discussion addresses various aggregate properties (consensus and source) and
their effect on the Superpave design process.
Coarse Aggregate Angularity Mixtures
with crushed coarse aggregate with sharp,
angular shapes will usually have the greatest
shear resistance and, hence, the highest
resistance to rutting. These materials create
HMA mixtures with the highest voids in the
mineral aggregate (VMA). Coarse aggregate
angularity is defined as the percentage by
weight of the aggregate with one or more
fractured faces according to American
Society for Testing and Materials (ASTM)
D5821. Superpave requires increased percentages of crushed faces as the design ESAL
AG G R E GAT E P RO P E RT I E S
CONSENSUS PROPERTIES
(required)
coarse aggregate angularity (CAA)
SOURCE PROPERTIES
(agency option)
toughness
soundness
deleterious materials
S U P E R PAV E M I X T U R E D E S I G N G U I D E
C O N T R A S T I N G S TO N E S K E L E TO N S
Angular Aggregate
Rounded Aggregate
The fine aggregate's uncompacted void content significantly influences the VMA. The
use of cubical angular fine aggregate is recommended to increase the VMA. Care
should be taken when using aggregate with
uncompacted void contents higher than 47
percent; use of these aggregates may result
in mixtures with excess VMA, which leads,
in turn, to a very high binder content.
Flat and Elongated Particles The percentage of flat and elongated particles (not
flat or elongated) in coarse aggregate is
another important aggregate parameter. Flat
and elongated particles can break during the
construction process, changing the mixture
gradation and the overall mixture properties.
Soft aggregate has a greater tendency to
break than hard aggregate. Flat, slivered
aggregate particles also have a tendency to
lie flat in the pavement, creating slippage
planes and reducing aggregate interlock. A
small percentage of flat and elongated particles in the mixture may increase the VMA in
the laboratory-designed mix. A further
increase may, however, decrease the VMA in
the plant-produced mixture because of
aggregate breakage during mixing.
The critical measurement for a flat and elongated particle is the ratio of its maximum
and minimum dimensions. Current
Superpave standards allow no more than 10
percent of the coarse aggregate particles to
be flat and elongated (i.e., a ratio greater
than 5:1). Testing is performed according to
ASTM D4791, "Flat Particles, Elongated
Particles, or Flat and Elongated Particles in
Coarse Aggregate." Superpave establishes
that testing be done on material retained on
the 4.75-mm sieve, instead of on the 9.5-mm
sieve as specified in the ASTM method.
4 S U P E R PAV E M I X T U R E D E S I G N G U I D E
Testing aggregate particles passing the 9.5mm sieve and retained on the 4.75-mm sieve
will be more difficult and results may be
more variable.
Sand Equivalent
Sand equivalent, as
measured by AASHTO T176, "Plastic Fines
in Graded Aggregates and Soils by Use of the
Sand Equivalent Test," identifies the presence of clay in the fine aggregate. Clay can
make the mixture moisture sensitive and/or
combine with moisture to cause the mixture
to act "tender" (i.e., to lose density with continued compaction in the field). Clay content must be controlled by satisfying the
minimum sand equivalents specified in the
Superpave standards.
Aggregate Toughness Typically, mixtures
containing very hard aggregate (i.e., a Mohs
hardness of 7 or greater) do not have a problem meeting VMA criteria. A very hard
aggregate, such as basalt, does not easily
crush or degrade during laboratory compaction or during mix production in an HMA
plant. These aggregates can produce mixtures that have an adequate VMA.
Soft aggregates, such as some types of limestone having a Mohs hardness of about 5, are
often abraded during the gyratory compaction process; this can make it difficult to
meet VMA criteria during the design phase.
During production, the aggregates are often
abraded in the hot-mix plant to an even
greater degree than in the laboratory design
using a gyratory compactor. When plantproduced material is compacted in a gyratory compactor, the aggregate is abraded further and even more fines are generated in
the mixture; this further reduces the VMA.
Mixtures designed with soft aggregates often
have a problem meeting VMA criteria in the
design stage and, particularly, during production. It is extremely important that the
plant-produced mixture satisfy the minimum VMA requirement.
Mixtures designed with a blend of hard and
soft aggregate could have difficulty meeting
S U P E R PAV E M I X T U R E D E S I G N G U I D E
6 S U P E R PAV E M I X T U R E D E S I G N G U I D E
The dust content (i.e., the amount of material finer than 0.075 mm) in a mixture has a
significant effect on the VMA. Lowering the
dust content will increase the VMA. This
effect may not be entirely due to the gradation, but may also be due to characteristics
of the dust, such as shape and size. In general, reducing dust content to the extent that
the dust-to-binder ratio will allow will maximize the amount of VMA that can be
obtained for the specific gradation.
If the dust content is coming from the addition of mineral filler, adjusting the dust conF H WA 0 . 4 5 P OW E R G R A D I N G C H A RT
100
Maximum
Size
80
Percent Passing
60
40
20
0
1.18
2.36
4.75
9.5
12.5
19.0
100
Percent Passing
.3
2.36
12.5
19.0
S U P E R PAV E M I X T U R E D E S I G N G U I D E
8 S U P E R PAV E M I X T U R E D E S I G N G U I D E
S U P E R PAV E M I X T U R E D E S I G N G U I D E
1 0 S U P E R PAV E M I X T U R E D E S I G N G U I D E
Verify the properties of the plant-produced mixture to check volumetric properties. Repeat the performance test on the plantproduced mixture if the test was run during the mixture design.
S U P E R PAV E M I X T U R E D E S I G N G U I D E
11
PERFORMANCE TESTS
Introduction
Many different types of performance tests
are currently available for assessing a mixture's ability to resist permanent deformation (commonly referred to as "rutting").
These tests, which include Marshall
flow/stability, Hveem stability, the gyratory
testing machine, wheel-track testers, the
Superpave Shear Test device, and triaxial
testers, generally attempt to quantify mixture strength and/or stiffness. The individual tests have shown varying levels of success in capturing a mixture's ability to resist
rutting. Therefore, the designer must know
the limitations of each test and how to incorporate test results into mixture design selection. This appendix describes each test and
examines how suitable each is for assisting
engineers in designing rut-resistant mixtures. At the same time, mixture designers
are reminded that a mixture that is resistant
to rutting will not necessarily resist thermal
or fatigue cracking, moisture damage, or
durability problems such as raveling.
Marshall
The Marshall mixture design process seeks
to optimize a mixture's performance with
regard to fatigue cracking, rutting, and durability by determining the optimum binder
content for the gradation selected. Once the
optimum binder content is selected, the
mixture must meet minimum stability values and maximum flow values. A number of
European countries have modified the specification criteria to use a stability quotient
(stability/flow) criterion in lieu of the minimum stability and maximum flow values.
Hveem
The Hveem Stabilometer is a mixture design
tool used primarily in the western United
States. The concept behind the Hveem
Stabilometer is an empirical measurement
of the internal friction within a mixture,
1 2 S U P E R PAV E M I X T U R E D E S I G N G U I D E
Wheel-Track Testers
Currently, three wheel-track testers are
available commerciallythe French LCPC
[Laboratoire Central des Ponts et Chaussees]
Rutting Tester, the Georgia Loaded-Wheel
Tester (marketed as the Asphalt Pavement
Analyzer), and the Hamburg Wheel-Tracking
Device. Conceptually, the three devices are
the same (a rolling load is applied to laboratory-scale specimens), but they differ signif-
S U P E R PAV E M I X T U R E D E S I G N G U I D E
13
Creep Tests
Triaxial testing equipment has been used for
many years in soil mechanics and on
asphalt materials. The creep test and, to a
1 4 S U P E R PAV E M I X T U R E D E S I G N G U I D E
Conclusions
Currently, no single test is suitable as a
national standard for predicting rutting. The
development of such a procedure is urgently
needed, but a satisfactory procedure may be
years away. In the meantime, if an agency
has extensive experience with a particular
test over a range of materials typical of its
S U P E R PAV E M I X T U R E D E S I G N G U I D E
15
2. Superpave Construction
Guidelines, Special Report 180,
National Asphalt Pavement
Association, Lanham,
Maryland, 1997.
1 6 S U P E R PAV E M I X T U R E D E S I G N G U I D E
6. Superpave Performance-Graded
Asphalt Binder Specification and
Testing, Superpave Series No. 1
(SP-1), The Asphalt Institute,
Lexington, Kentucky, 1995.
S U P E R PAV E M I X T U R E D E S I G N G U I D E
17
Team Members
Ray Brown, Director
National Center for Asphalt Technology
211 Ramsay Hall
Auburn University, AL 36849
Tel.: (334) 844-6228
Fax: (334) 844-6248
Gerald Huber
Heritage Research Group
7901 W. Morris Street
Indianapolis, IN 46231
Tel.: (317) 243-0811
Fax: (317) 486-5095
Liaison Members
John D'Angelo, Sr. Pavement Mtls. Engineer
Office of Pavement Technology (HIPT-10)
Federal Highway Administration
Room 3118, Nassif Building
Washington, D.C. 20590
Tel.: (202) 366-0121
Fax: (202) 366-7909
E-mail: john.d'angelo@fhwa.dot.gov
Editor
Terry Mitchell, Research Mtls. Engineer
Office of Infrastructure Res. & Dev. (HRDI-11)
Federal Highway Administration
6300 Georgetown Pike
McLean, VA 22101
Tel.: (202) 493-3147
Fax: (202) 493-3161
E-mail: terry.mitchell@fhwa.dot.gov
1 8 S U P E R PAV E M I X T U R E D E S I G N G U I D E
V I S I T
U S
O N
T H E
www.tfhrc.gov
FHWA-RD-01-052
W E B
A T :